Draft-rigging for railway-cars.



PATENTED JAN. 3, 1905.

A. WAGKMAN.

DRAFT RIGGING FOR RAILWAY CARS.

APPLICATION FILED MAY 19. 190 1.

2 SHBETSSHEET 1,

73 i b'mc one o Admm Wknmwj 11-1 ue-m koz No. 779,012. 1 PATENTED JAN.3,1905. A, WAGKMAN.

DRAFT HIGGINS FOR RAILWAY CARS:

APPLICATION FILED MAY 19 1904.

2 SHEET$-SHBET 24 M 5.9 is 62 v 17, [112mg Patented January 3,1905.

PATENT Price.

ADAM WAOKMAN, OF ST. LOUIS, MISSOURI.

DRAFT-RIGGING FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 779,012, dated January 3, 1905.

Application filed May 19, 1904. Serial No. 208,750.

To (LZZ whom it nuty concern.-

Be it known that I, ADAM WAoKMAN, a citizen of the United States, residing at St. Louis, in the State of Missouri, have inventeda new and useful Draft-Rigging for Railway-Oars, of which the following is a specification.

This invention relates to improvements in that class of draft-rigging designed with special reference to the equipment of railwaycars and characterized by draft mechanism associated with the body-bolster, which sustains a considerable portion of the strain imposed upon the apparatus.

One object of the invention is to construct the entire draft-rigging with the exception of the filler blocks of metal, preferably caststeel, the entire assemblage of parts being bolted in a rigid organization capable of being easily installed and possessing a maximum of durability. I

Another object of the invention is to improve the construction of the body-bolster with a View to the strengthening of the car structure as well as that of the bolster itself, and with a further View to facilitating the mounting of the draft-rigging on the car.

A still further object is to eliminate the usual draft-timbers by providing metal draftbeams extending continuously the entire length of the rigging, both in front and in rear of the bolster, and having interlocked engagement therewith, so that the beams and the bolster constitute, in effect, a single rigid metallic structure.

Other objects are to secure an interlocking engagement between the beams and the carsills in order to prevent shearing of the securing-bolts when subjected to abnormal strains by bringing such strains directly upon the sills instead of upon the bolts which serve to attach the rigging to the car structure.

Subordinate to the several objects stated are others, which will appear during the course of the succeeding description of the illustrated embodiment of the invention.

In the accompanying drawings, Figure 1 is a bottom plan view of so much of a car as is necessary to illustrate the application of my draft-rigging thereto. Fig. 2 is a horizontal section of the draft-rigging at one end of the for the opposite ends of the car, one only Will be described in detail.

1, 2, 3, 4:, 5, and 6 indicate the longitudinal sills, and 7 one of the transverse end sills of the car structure. At its middle the end sill 7 is formed with a recess 8, opposite which the bumper-block 9 is attached to the outer face of the sill in a manner well understood in the art. To the under side of this car structure is secured at a point'in rear of the sill 7 a transversely-disposed body-bolster 10. This bolster is preferably of cast-steel construction embodying an upper member or plate 11, a pair of lower members or plates 12, and vertical webs 13, connecting the lower members or plates 12 to the upper member 11. The lower members 12 are downwardly inclined from the opposite ends of the bolster, as shown in Fig. 8, to truss the latter and terminate at opposite sides of a central opening 14, defined in the bolster between transverse flanges or plates 15, located at the inner ends of the bottom members 12 and the webs 13 of the bolster, as shown in Fig. 5. The top member 11 of the bolster is secured to the sills 2 and 5 by bolts 16 and to the outside sills 1 and 2 by bolts 17, the bolster being formed at its ends with angular seats 18 for the reception of these last-named sills.

Within the central opening 14: of the bolster and spaced from the plates 15 are a pair of parallel flanges 19, pendent from the upper member 11 of the bolster. These flanges, as shown in Fig. 2, are disposed transversely of the bolster, and between them is located a pendent bearing-sleeve 20, integral with the member 11 and connected by diametrically opposed webs 21 with the flanges or plates 19. In fact, the entire bolster structure as thus far described is formed in an integral casting, the only member of the bolster structure which is not a part of this single casting being a bottom plate 22, which closes the lower side of the opening 14 and has its opposite ends bolted in seats 23, formed at the inner ends of the lower bolster members 12, to bring the under side of the plate 22 flush with the bottom of the bolster. It is to be understood, however, that in certain aspects of the invention it is immaterial whether the bolster is formed entirely in a single casting or is constructed in a number of sections. In either event the bolster is rigidly connected to the car structure with its opposite ends abutted against the outside sills and has a single opening within which a bearing-sleeve, constituting a part of the bolster structure and designed for the reception of the king-bolt, is located. Furthermore, whether the plate 22 is cast integral with the bolster or is detachable, it constitutes a connection between the members 12, so that the bolster may be said to comprise upper and lower members connected at opposite sides of its center by the intermediate webs 13.

The cast-steel bolster is constructed as described to adapt it for use as an element of a rigid cast-steel organization, including draftbeams, generally corresponding in function to the timbers of a draft-rigging. These caststeel draft-beams 24 and 25 are each constructed in the form shown in Fig. 7, its up.- per and lower edges being provided with notches 26 and 26 of a length corresponding to the width of the upper and lower members of the bolster in the neighborhood of the sills 3 and 4. Both in front and rear of the notch 26 each draft beam or plate is formed with lateral bolt-flanges 27 and 28, from each of which extends upwardly a boss or projection 29 or 30, designed for reception in corresponding recesses in the sills. At its front end each draft-beam is formed with a notch or seat 31,- within which fits the bumper-block 9 when the beam is in position. This notch or seat 31 is defined in part by an angular extension or continuation of the bolt-flange 27, which does not terminate at the front end of the seat, but continues vertically along the front edge of the beam. to form a front wall 32 and then extends back parallel with the bottom wall of the seat to form a bolt-flange 33. Adjacent to its opposite ends each beam is formed with a longitudinal slot 34 or 35 for the reception of cross-heads, to be described,

the plate or beam being reinforced by lateral flanges 36, extending around the margins of these slots at the outer side of the beam. Extending from the inner side of the draft-beam are integral guide-flanges 37 and 38, arranged in pairs, located, respectively, in advance of the notch 26 and in rear thereof. The beam is completed by a vertica1ly-disposed flange 39 at its rear end and by a number of openings or cut-out portions 40, which tend to lighten the beam structure without materially affecting the strength thereof. The two draftbeams thus constructed extend continuously from end to end of the draft-rigging and pass through the central opening of the bolster, as

through the bolt-flanges at points both in front and rear of the bolster, and it will be observed that the usual tendency of these bolts to shear by reason of the strain on the draft-rigging is resisted both by the interlocking of the draft-beams with the bolster and by the engagement of the bosses 29 and 30 with the sills, which tendency is also resisted by reason of the abutting of the beams against the bumper-block 9, to which they are bolted by bolts 44, passed through a clampplate 45, the front ends of the beams, and the bumper-block, as clearly shown in Figs. 1, 2, and 3. The beams are backed at their rear ends by subsills 46, secured to the sills 3 and 4 and interposed between the rear ends of corresponding draft-beams of the rigging at opposite ends of the car.

Having now described the draft-beams, the bolster, and the extraordinary provisions which have been made for combining these parts in a rigid organization and for attaching them to the car structure in a manner to preclude the possibility of'shearing of the bolts, I will now proceed to describe those elements of the draft-rigging associated with the structure thus defined.

Between the beams 24 and 25 are located in front and rear, respectively, of the sleeve 20 a pair of filling-blocks 46 and 47, having their adjacent end portions secured in place by the bolts 41 and 42, which bolts are arranged in pairs, as shown in Fig. 5. The front end of the block 46 is additionally held in place by transverse bolts 48, passed through the beams and block, respectively, as shown in Fig. 2. Against the front end face of the front filler-block 46 is imposed a wear-plate 49, having horizontal flanges 50 and 51 bent back against the upper and lower faces of the block and secured in place by a pair of vertically-disposed bolts 52, passed through the flanges of the wear-plate, the intermediate filler-block,and the bottom portion of a clamping-yoke 53. This clamping-yoke is of inverted-U shape, as shown in Fig. 4, and straddles the beams and block. The upper ex- IIO- tremities of this yoke 53 are bent outwardly to form bolt-flanges 54, accommodating bolts 55, passed through these flanges, the bosses of the draft-beams, and the sills 3 and 4:. The plate 49 serves to protect the front end of the block- 4:6. which is additionally protected and given a finish by the yoke 53, the latter serving additionally as a hanger supporting the draft-rigging and securely bolted to the sills of the car structure. It will also be noted in this connection that the filler-block, which is preferably of Wood, is prevented from splitting by the presence .of the bolts 48 and 52, extending through the block both horizontally and vertically adjacent to its front end.

In advance of the front filler-block and slidably resting on the plate 45 (see Figs. 1, 2, and 3) is a draw-bar 56, equipped with a coupling-head 57 and having opposed to its rear end a follower-plate 58. The plate 58 is mounted to move along the guide-flanges 37, and between it and the wear-plate 49 are interposed a pair of concentrically-arranged buffer-springs 59 and 60, encircling a guidebar 61, extending from the rear end of the draw-bar 56 and received within a longitudinal socket 62, formed in the front end of the block 46. Into the block at the front end of this socket 62 is .set a metal boxing 62, covered by the Wear-plate 4:9 and constituting a guide for the bar 61,'which is thus prevented from injuring the fillerblock. The boxing 62 is held against rotation. by external bars 62, which also resist its accidental withdrawal from the filler-block. Through a transverse opening in the draw-bar 56 is passed a front cross-head 63, the ends of which are extended through the slots 34 in the draft-beams and are connected to the slotted front ends of draftbars 64:, which lie just outside of the draftbeams and extend back through the central opening of the bolster 'to the rear end of the draft-rigging. The similarly-slotted rear ends of these draft-bars are connected to the opposite ends of a rear cross-head 65, accommodated by the slots 35 in the beams and opposed to a follower-plate 66, guided by the flanges 38,

just as the follower-plate 58 at the front end of the rigging is guided by the flanges 37. Between this follower-plate 66 and a wear-plate 67 imposed against the rear end of the rear filler block 47, are interposed concentric springs 68 and 69. These springs encircle a guide-rod 66, extending from the followerplate 66 into a socket 66", formed in the rear filler-block 4:7. It is also preferable to pro vide at opposite sides of the block 47 wearplates 47, secured by the bolts 42 and having their rear edges disposed to back the plate 67 in order to prevent possible wear or mutilation of the block 47. It will be evident thatthese springs 68 and 69 constitute the draft-springs of the rigging and that the springs 59 and constitute the buffer-springs thereof. It will also be noted that the rear ends of the draft-beams define a rear springpocket located in rear of the bolster for the reception of the draft-springs, and attention is directed to the fact that in certain aspects of the invention this rear portion of the rigging might be made separate from the other portion thereof. The rear end of the structure is preferably strengthened by a tie-rod 70, connecting the beams 24 and 25 adjacent to their lower rear corners.

The operation of the rigging described is not essentially different from that of other riggings of a similar type. When the car is being coupled, the buffer-springs 59 and 60 oppose a yielding resistance to the inward movement of thedraw-bar, and the shock is sustained not only by the various bolt connections between the draft-beams and sills, but primarily by the body-bolster, to which the beams are rigidly connected, and by the subsills which back the beams, as well as the bosses let into the car structure. Similarly, when the car is being moved the outward movement of the draw-bar is resisted by the draft-springs 68 and 69 opposing the movement of the cross-head 65, connected by the draft-bars 6 L and cross-head 63 to the drawbar. The strain exerted upon the rigging by the draft is sustained by the bolster and by the buffer-block, as well as by the bolts and bosses of the draft-beams.

From the foregoing it will be observed that the primary elements of the draft-rigging to wit, the beams'-are in the form of steel castings extending continuously from end to end of the rigging and having rigid connection with a cast-steel bolster which assists in distributing the strain over the entire width of the car structure and in conjunction with the beams materially stiffens the same; furthermore, that by imparting to thebeams the particular form described they are comparatively light in weight, of exceedingly durable construction, and capable of application to a car, with a saving of both time and labor over ordinary methods. The necessity for employing shaving-irons and clamping-yokes at the front end of the rigging is obviously avoided, and the provision of the bosses precludes the possibility of endwise vibration, which frequently results in the shearing of the bolts.

lt is thought that from the foregoing the construction of my improved rigging and the advantages accruing therefrom will be readily comprehended; but while the present embodiment of the invention appears at this time to be preferable I do not wish to be understood as limitingmyself tothestructuraldetailsdefined, as, on the contrary, I reserve the right to effect such changes, modifications, and variations of the illustrated structure as may come fairly within the scope of the protection prayed.

' 7 What I claim is 1. A draft-rigging including a bolster having a central opening and flanges located there in, and draft-beams bolted to said flanges and having notches receiving a portion of the bolster.

2. A draft-rigging including a bolster having a central opening, a bearing-sleeve therein and flanges at opposite sides of the sleeve, and a pair of draft-beams extended through said opening bolted to the flanges and having notches receiving a portion of the bolster.

3. A draft-rigging including a bolster comprising upper and lower members, the lower member being divided to form a central opening and connected to the upper member by intermediate webs, a bearing-sleeve and a pair of flanges depending within the opening from the upper bolster member, a pair of draft-beams extended through the bolster, bolted to the flanges and interlocked with the upper bolster member, and a removable plate closing the bottom of the opening in the bolster and interlocked with the draft-beams.

4:. The combination with the sills of a car structure, of a draft-rigging including a bolster, and draft-beams extended through the bolster and having interlocking engagement with the sills both in front and rear thereof.

5. The combination with the sills of a car structure, of a draft-rigging including a bolster, and draft-beams extended through and interlocked with the bolster, and also having interlocking engagement with the sills in front and rear of the bolster. 6. Adraft-riggingincludingabolster,draft beams extended through the same, front and rear filler-blocks between the beams and extended in opposite directions from the bolster, and means connecting the bolster, beams, and blocks in a rigid organization.

7. A draft-rigging including a bolster having a bearing-sleeve for a king-bolt, draftbeams connected to the bolster and a fillerblock between the beams.

8. A draft-rigging including a bolster having a bearing-sleeve, a pair of draft-beams, and filler-blocks interposed between the beams in front and rear respectively of the sleeve.

9. A draft-rigging including a bolster,draft beams and a filler-block, and a bolt connecting the bolster, beams and block.

10. A draft-rigging including a bolster having vertical bolt-flanges, and draft-beams and a filler-block bolted thereto.

11. A draft-rigging including a bolster having a central opening and vertical bolt-flanges, draftbeams extended through the central opening of the bolster and bolted to the flanges, and front and rear filler-blocks also bolted to the vertical flanges of the bolster.

12. A draft-rigging including a bolster having a bearing-sleeve and vertical bolt-flanges, draft-beams bolted to said flanges, and front and rear filler-blocks likewise bolted to the flanges of the bolster.

13. A draft-rigging including a cast-steel bolster and cast-steel draft-beams rigidly connected, draft and buffer springs located between the beams and at opposite sides of the bolster, and a draw-bar having its movement resisted by said springs.

14:. A draft-rigging including a cast-steel bolster, cast-steel draft-beams connected thereto, filler-blocks bolted to the beams and bolster, draft and buffer springs backed by the filler-blocks. a draw-bar resisted in one direction by the buffer-spring, a rear cross-head resisted by the draft-spring,- and means connecting the draw-bar with the rear cross-head.

15. A draft-rigging including a bolster having a bearing-sleeve for a king-bolt, cast-steel draft-beams extended through the bolster and interlocked therewith, front and rear fillerblocks interposed between the beams, a drawbar, front and rear cross-heads, a bufler-spring between the drawbar and the front fillerblock, a draft-spring between the rear fillerblock and the rear cross-head, and draft-bars connecting the cross-heads and lying outside of the draft-beams.

16. A draft-rigging including draft-beams, a filler-block, a wear-plate protecting one end of the block, a clamping-yoke connected to the wear-plate and block, a draw-bar and a springresisting the movement of the draw-bar and backed by the wear-plate.

17 A draft-rigging including draft-beams, a filler-block, a wear-plate opposed to one end of the block and having flanges located above and below the same, a clamp-yoke spanning the beams and block, bolts passed vertically through the clamp-yoke and filler-block and through the flanges of the wear-plate, a drawbar, and a spring resisting the movement of the draw-bar and backed by the wear-plate.

18. A draft-rigging,including a bolster having a central opening and flanges located therein, and draft-beams having interlocking engagement with the bolster and bolted to said flanges.

19. A draft-rigging, including a cast-steel bolster having a central opening and an integral bearing-sleeve located therein, and caststeel draft beams each formed in a single piece, said beams being extended through the opening at the opposite sides of the sleeve and surrounded by the bolster.

20. A draft-rigging, including a cast-steel bolster having an opening and an integral bearing-sleeve dividing said opening, and a pair of single-piece cast-steel draft-beams extended through the opening at opposite sides of the bearingsleeve, said draft-beams being surrounded by and having interlocking engagement with the bolster.

21. A draft-rigging, including a cast-steel bolster having a single opening, a verticallydisposed bearing-sleeve located therein and dividing the opening, and flanges at opposite sides of the sleeve, and a pair of draft-beams extended through said opening and bolted to the flanges.

22. Adraft-rigging,includingabolster comprising upper and lower members, the latter having a removable middle section, and draftbeams extended through the bolster and having interlocking engagement with the removable section thereof.

23. Adraft-rigging,includingabolster comprising upper and lower members, the lower member being divided to form a central opening and connected to the upper member by intermediate webs, a bearing-sleeve and a pair of flanges depending within the opening from the upper bolster member, a pair of draftbeams extended through the bolster and bolted to the flanges, and a removable plate closing the bottom of the opening in the bolster.

24. A draft-rigging, including a bolster comprising upper and lower members, the lower member being divided to form a central opening and connected to the upper member by intermediate webs, a bearing-sleeve and a pair of flanges depending within the opening from the upper bolster member, a pair of draftbeams extended through the bolster, bolted to the flanges and interlocked with the bolster, and a removable plate closing the bottom opening in the bolster.

25. The combination with the sills of a car structure, of a draft-rigging, including abolster secured to the sills and having a central opening, and a pair of draft-beams located within the opening in the bolster and extended both in front and rear thereof, said draftbeams having interlocking engagement with the bolster and also having bosses extended into the sills.

26. The combination with the sills of a car structure, of a draft-rigging including a bolster secured to the sills, and a pair of draftbeams extended both in front and rear of the bolster, each beam having interlocking engagement with said bolster and also having bosses extended into the car-sills both in front and rear of the bolster.

27. The combination with the sills, subsills and bumper-block of a car structure, of adraftrigging including a bolster and a pair of draftbeams, said draft-beams being passed through the bolster and extended both in front and rear thereof and having interlocking engagement with the bolster and car-sills respectively, and abutted against the subsills and bumper-block respectively.

In testimony that I claim the foregoing as my own I have hereto affixed my signature in the presence of two witnesses.

ADAM WAGKMAN.

Witn esses AUGUSTA TROLL, HARRY TROLL. 

